Control system for motor-driven vehicles



Nov. 12, 1935. A. s. GUENTHER CONTROL SYSTEM FOR MOTOR DRIVEN VEHICLESFiled Feb. 13, 1933 Patented Nov. 12, 1935 merits. Another object ArthurG. Guenther, Denver, 0010., assignor to Therese M. Guenther, Denver,Colo.

Application February 13, 1933, Serial No. 656,511 '1 Claims. (01- 60-52)This invention relates to a control system for motor driven vehicles,its primary object being to provide an association of cooperativeelements in which the expansive action of a compressible fluid isutilized to control the movement of a vehicle at the will of the driver.

A further object is to produce the above-stated result throughthe'medium of a fluid-controlled clutch-element and fluid-controlledbrake-eleis to provide a system of the above-stated character operatableby liquid. ob-

tainedfrom the oil pump included in the power plant of a motor-drivenvehicle, and still further objects will be found in details ofconstruction of the several elements and in. novel arrangements andcombinations of parts, as will be fully disclosed in the course of thefollowing description, with reference to the accompanying drawing whichillustrates in Figure 1, a partially sectional fragmentary elevation ofthe system, and in 1 Figure 2, an enlarged sectional view of apressure-sensitive device forming part of the principal elements .of thesystem.

Figure 3 shows an-enlarged sectional view of the spring-chamber of thevariable pressure brake valve, and

Figure 4, a sectional view of the spring-cham ber of the clutchpressure-reducing valve.

The pressure sensitive elements are provided in the form of bellows,which are contracted or extended under varying pressures of a fluidsupplied internally of the same. Referring further to the drawing, abrake element of a motor-driven vehicle is xshown at A and a clutchelement of the vehicle is shown at B.

The element 13 has an annular bellows 3 be.-

tween two members connected respectively with the engine shaft 6 andwith the transmission shaft 1. The members between which the bellows isdisposed are a disk 8 fast on the transmission shaft and a flywheel 9 onthe engine shaft. The disk serves as an abutment for the bellows,through the medium of a ball-bearing in between the disk and an annularend plate I! of the bellows, and the expansive movement of the bellowsis communicated to the flywheel by means of an annular end-plate I; atthe opposite side of the bellows, a

ball bearing M, and disks l5 and I6 disposed to engage with frictionfaces l1 and [8 of an annular flange l9 bolted to the flywheel as at 20.

A coiled spring and I3 apart.

2| normally holds the disks ls to the stationary axle-housing 23 bymeans of bolts 33. A roller bearing 3| supports the wheel upon thehousing. It is to be understood that in practice, two or fourbrake-elements of substantially identical construction are employed toarrest simultaneously the movement of two or. four wheels of thevehicle. But one of the brakeelements has been shown in the drawing, itbeing. but necessary to connect the expansion-members of the pluralityof brake-elements with one and the same source of pressure-fluid.

. The system forcontrolling the vehicle through the mediuin'of theclutch-element and the brakeelement h'ereinabove described, comprisesinassociation therewith, a three-way valve C for the brake-element, athree-way ,vaIve D for the clutch element, and 'a pressure pipe line, 32and The two lines'32 and 33 are connected with the "delivery and intakeports respectively of a pump P, which, in an' automobile', may be theoil pump of I the engine or motor M.

The pressure-line connects with a port 34 of 35 the fclutch controlvalve D and witha tport 35 of the brakesvalve C.

e The suction-line connects with a port 33 of the clutch-valve and witha port 31 of the brake valve. The third port 33 of .the clutch controlvalve is 40 connected with the bellows l2 of the clutch-element B, bymeans of a pipe 39 and the third port to of the brake-valve is connectedwith the bellows 22 of the several brake-elements by-a pipe.

II and one or more branches 42.

' 33 and the circulation element. The by-passis controlled by a checkvalve 44 which is yieldingly held in its closing position by a spring45.-

. The return flow of pressure fluid through the pressure line isprevented by a check-valve l6, and a similar valve 41 prevents theadverse flow of fluid from the circulation element through the suctionline.

Connected in the pressure line between the check valve and the clutchcontrol valve is a clutch pressure reducing valve E, acting as agovernor for pressure on said line and comprising a housing 48 havingtwo ports 49 and 50 connected in the line. The reducing valve E servesto limit the pressure that can be applied to the clutch and thus guardsagainst too sudden functioning of the clutch; thereby assuring smoothstarting of the car or machine regardless of the pressure of the fluidsupply. A valve 5| cooperates with a seat in a partition 52 to controlcommunication between the two ports, a spring- 53 acting upon the valve5| through the medium of a collar 54, yieldingly opposes the pressure offluid entering the housing through the port 49.

The collar 54 which is fixed on the valve stem,v functions as adiaphragm to control the movement of the valve 5|.

A screw-gland 55 guides the valvestem 56 and at the same time providesan adjustable abut- A ment for the spring, by means of which the pres-'sure of the spring upon the valve may be regulated. A bellows 51fastened between the collar and the thereto opposite ,end-plate 58 ofthe housing provides a fluid-tight enclosure for the spring and theinner portion of the gland.

Also connected in the pressure line between the check-valve and thebrake-control valve, is a lap valve F controlling braking pressure onthe brake-element, and which comprises a housing59 having two ports 60and SI connected in the line. A valve 62 controlling communcationbetween the ports, is normally held upon its seat in a partition 63 byfluid-pressure againstthe pressure of spring 64 which is placed withinspring 65 and both of which are located within a chamber 66 formedexteriorly of the housing.

The stem 61 of the valve extends through a sleeve 68 on the end-plate 69of the housing and a bellows l0 fastened between said end-plate and acollar H fixed on the valve stem provides a fluid-tight enclosure forthe gland. The collar H, furthermore, functions as a diaphragm to movethe valve 62 to its seat by fluid pressure.

The exterior chamber is provided by a cylindrical cup 12 on the endplate 69 and a thimble l3 slidably fitted in an end thereof. The coiledspring 65 extends between the end plate and the thimble to yieldinglyoppose inward movement of the thimble, while the inner spring 64 extendsbetween the thimble and an abutment-flange [4 on the valve stem. Theportion of the stem exteriorly of the housing is screW-threaded-and theabutment flange is mounted on the threaded portion, so that byadjustment of the flange, the pressure of the spring upon the valve maybe regulated.

The variable pressure valve has been shown as being mounted beneath thefoot-board T5 of a motor vehicle. A lever l8, yieldingly supported by aspring 16, is pivotally connected, as at Tl,

with a link 19 connected with the crank arm valve-member 8| from oneposition to an'other and subsequently open the valve 62 against thepressure of the springs 64 and 65. a

The rotary member of the clutch control valve D is moved from oneposition to another by means of the usual clutch pedal 86.

the pressure line, to receive pressure fluid ada mitted through anopening 89. 'A spring yieldingly opposes the expanding movement of thebellows.

The bellows of the several elements comprised in the system may be made,of flexible metal or 10 other suitable material, and it will be apparentthat while the bellows of the clutch-element, the brake-elements and thereservoir act as expansive media in the operation of the system, thoseof the pressure-reducing valve and the variable 15 pressure-valve servemerely in the capacity of fluid-tight enclosures for movable parts, ofthe valves.

The bellows in the main view of the drawing have been shown in singlelines since the scale 20 ofthe drawing does not permit of sectionalshading. However, the construction of the bellowshas been ,shown on alarger scale in Figure 2.

In the operation of the system, the bellows of 25 the brake-elements arenormally deflatedby their connection with the'suction line, the rotarymember of the valve C being normally in a positionin which the ports3T'and 40 are in communication. Under the same condition, the bel- 30lows of the clutch-element is inflated by its connection with thepressure line, the ports 34 and 38 of the valve D being normally incommunication. In order to apply the brakes, the driver of the vehicledepresses the pedal 82, thereby 35 presses the spring 64 of the'elementF by inward movement of the sliding thimble 13 against the resistance ofthe spring 65, thereby unseating the valve 62, which is normallyretained in closed 45 position by the pressure of the fluid against itsend, with the result that the pressure line is placed in communicationwith the bellows of the brake-elements through the communicating ports35 and 40 of the valve C. .When the pres- 50 sure is built up in thebrake bellows beyond a predetermined point, its action upon thediaphragm1 iv will again close the valve'62.

The tension of the spring 64 may be varied by adjustment of the flange14 on the threaded valve 5 rod 61. The expansive action of thebrake-bellows may thus be regulated, and a gradual pressure may beexerted ranging from a few ounces to the full pressure of enginedelivery.

It will be apparent that the expansion of the 6 brake bellows will causeits sides to irictionally engage the lining on the end plate of thebrakedrum and the plate 28- rigidly fastened to the stationary axlehousing. It is a valuable feature of the brake construction that thebellows may 65 be applied to wheels equipped with the ordinary internalexpansion brake, by. merely removing the latter from the drum.

When it is desired to release the clutch the ro-' tary member of thevalve D is reversed so as. to 70 bring the bellows of the clutch-elementB, which normally is in the pressure line, in connection with thesuction line. The deflation of the bellows releases the contact betweenthe frictionally engaging parts of the clutch connected respec- 25tively withthe engine shaft and the transmission shaft. The pressurereducing valve E serves to equalize the pressure in the clutch bellows.The valve 5| is normally open and closes at the desired pressure by thepressure of the fluid around the bellows and upon the(diaphragm 54against the pressure of the spring 53 with the final closing movementeffected by pressure exerted on valve 5|, thereby interrupting theconnection between the bellows and the source of fluid-pressure.

The tension of the spring may be varied whereby to regulate the pressureto be maintained in the bellows.

The reservoir G is provided to build up and store pressure equal to:that produced in the operationof the engine, so that both thebrake-element and the clutch-element may be operated by fluid-pressureeven when the engine is not in operation.

The bellows of the reservoir is normally in connection with the pressureline, and the spring 90 regulates the pressure in the bellows so as toclose the check valve 46 when the auxiliary supply of pressure is beingused. When the required pressure and suction are built up in the system,the by-pass in the head 43, maintains the forces in equilibrium.

What I ,claim and desire Patent is:

1. In a'control system for motor-driven apparatus, including a rotaryelement, the combina tion with a source of pressure-fluid having .anoutlet for fluid by pressure and an inlet for fluid to secure by Lettersby suction, of a device for controlling the move-- ment of the rotaryelement by frictional engagement therewith, having pressure-sensitive.expansible means, a pressure line connected with the outlet, a suctionline connected with the inlet, a connection between said lines and theexpansible means, a valve controlling said connection to selectivelyconnect the expansible means in either line, an automaticpressure-regulating device-including a spring-pressed valveforcontrolling the connection between the firstmentioned valve and thepressure-line, and a device common to both valves to move the same..from one determinate position to another.

2. In a control system for motor-driven apparatus, including a rotaryelement, the combination with a source of pressure-fluid having anoutlet for fluid by pressure'a'nd an inlet for fluid by suction, of adevice for controlling the movement of the rotary element by' frictionalengagement therewith, having pressure-sensitive expansible means, apressure line connected with the outlet, aisuction line connected withthe inlet,

a connection, between said lines and the expansible means, a valve forcontrolling said connection to selectively connect the expansible meansin either line, an automatic pressure-regulating device including aspring-pressed valve controlling the connection between thefirst-mentioned valve and the pressure-line, and a device common to bothvalves to move the same consecutively from one determinate position toanother.

3. In a control system for motor-driven apparatus, including a rotaryelement, the combination with a source of pressure-fluid having anoutlet for fluid by pressure and an inlet for fluid by, suction, of adevice for controlling the movement of the rotary element by frictionalengage- .ment therewith, having pressure sensitive expansible means, apressure line connected with the outlet, a suction line connected withthe inlet, a' connection between said lines and the expansible means, avalve controlling said connection to selectively connect the expansiblemeans in either line, an automatic pressure-regulating device includinga spring-pressed valve for controlling the connection of thefirst-mentioned valve 5 in the pressure line, and adapted to besubjected to the influence of the fluid in the pressure-line when theflrst mentioned valve is positioned to connect the pressure-sensitiveexpansible means with the pressure-line, and a device common to 7 bothvalves to move the same from one deter- 'for the supplying of pressureto said expansible 20 means and the removal of pressure therefrom bysuction, a valve mechanism connected with said expansible means toconnect the same with said pressure and suction element to alternatelysubject said expansible means to pressure and to suc- 25 tion, a suctionline and a pressure line connecting the valve'mechanism with thepressure and suction element, a pressure-regulating device included inthe pressure line, said device having a valve controlling the flow ofpressure-fluid to 30 the valve mechanism, and means for the simulta-'neous movement of said valve-and valve mechanism, whereby the expansiblemeans is alternately subjected to the influence of pressure and suctionby connection withthe pressure'and suction element.

5. In a control system for motor-driven ape paratus, including a rotaryelement, a device for controlling the movement of said element byfrictional engagement therewith, expansible means 40 for moving saiddevice into and out of engagement with said rotary element by theapplication or exhaust of fluid pressure, a fluid pump for the supply ofpressure to said expansible means and the exhaust of pressure from said45 means by suction, a valve mechanism connected with said expansiblemeans to connect the same tion line and a pressure line connecting thevalve 50 with the pump, a pressure-regulating device included in thepressure line, said device having a valve controlling the flow ofpressure-fluid to the valve mechanism, and means for the simul-- taneousmovement of the valve and valve mechanism, whereby the expansible meansis alternately subjected to the influence of pressure and suction byconnection with the pump.

6. In a. controlsystem for motor-driven apparatus, including a rotaryelement, a device for controlling the movement of said rotary element byfrictional engagement therewith, comprising a bellows and a wear platecarried by the bellows and movable into and'out of engagement with thethe flow of pressure-fluid to the first-mentioned valve mechanism, andmeans for the simultaneous movement 0! said valves, whereby the bellowsis alternately subjected to the influence of pressure and suction byconnection with the pressure and suction element. '7. In a controlsystem for motor-driven apparatus, including a rotary element, a devicefor controlling the movement of said rotary element by frictionalengagement therewith, expansible means for moving said device into andout of engagement with said rotary element by the application or exhaustof fluid pressure, a pump for the supply of pressure to said expansiblemeans and the exhaust of pressure from said means by t auction, a valvemechanism connected with said expansible means to connect the same withsaid pump to alternately subject said expansibie means to pressure andto suction, a suction line and a pressure line connecting the valve withthe pump, a pressure-regulating device in the pressure line including alap valve controlling the flow ,of pressure fluid to the first mentionedvalve, and means for the simultaneous movement of said valve mechanismand the lap valve,

whereby the .expansible means is alternately subjected to the influenceor pressure and suction by connection with the pressure and suctionelement.

ARTHUR G. GUENTHER. l5

